Steam and hydraulic steering apparatus



(No Model.)

5 Sheets-Sheet 1 J GATES Steam and Hydraulic Steering Apparatus. No. 240,118.

INVENTUR'. U0 H N GATES; BY

JKM fbicadfikvc Patented April 12,1881.

H M m EH ATTY 5 (No Model.) 5 Sheets-Sheet 2.

J. GATES.

Steam and'Hydraulic SteeringApparatus. No. 240,118 Patented April 12,1881.

" WITNESSES: INVENTOFH 67/ JOHN G-ATEB, WKM BY J6. z .@zo.d|.1f o.

ATTYS- N. PETERS, FHQTOLITHOGRAPHEH, WASHJNGTON. n c.

(Nb Model.) 5 Shee tssheet 3.

J. GATES. Steam and Hydraulic Steering Apparatus. v No. 240,118. Patented April 12,1881.

Fig. 5;

000 0' n o 0 o l 0.

o 0 0 0 0 nu o n 0 b o no WITNESSES}? INVENTOR:

. I UOHN GATES, M ;g,m/aww+c, ATTYB N PETERS, PHOTO-LITHOGRAPHER. WASHINGTON. D. C

(No Model.) 5 Sheets-Sheet. 4.

J. GATES. Steam and Hydraulic Steering Apparatus No. 240,118. Patented April 12,1881.

WITNESSES! W INVENTOR! JOHN GATES, Q BY z'fiw/amowxc.

' ATTYE.

N- PETERS. PHOTO-LITMGGRAFHER, WASHINGTON D. D.

(No' Model.) 5 Sheets-Sheet 5 v J. GATES. Steam and- Hydraulic Steering Apparatus. No. 240,118. Patented April 12,1881.

WlTNEESEEi INVENTOR J/ 752 U U H N GAT E8; 2 32. m2 BY mu [gm-0% m,

ATTYE I UNITED STATES PATENT. 01mins.

JOHN GATES, OF PORTLAND, OREGON.

STEAM AND HYDRAULIC STEERING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 240,118, dated April 12, 1881.

Application filed October 25, 1880.

Toall whom it may concern Be it known that I, JOHN GATES, of Portland, in the county of Multnomah and State of Oregon, have invented a new and useful 5 Improvement in Steam and Hydraulic Steering Apparatus; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had tothe accompanying drawings, and to the letters of reference marked thereon..

This invention relates to that class of steering apparatus in which water or other proper fluid is employed to control the movement of a cylinder piston which actuates, through proper connecting devices, the rudders and it consists, mainly, in the combination, with a feed-pump and boiler, of a tank, reservoir, or accumulator located between the two, by means of which the boiler-pressure may be employed,

if desired, to actuate the cylinder-piston, and

also, if desired, a greater pressure may be obtained than exists in the boiler.

It consists, further, in certain details of construction, all of which will be fully described 2 5 hereinafter.

In the drawings, Figure 1 represents a plan view of a vessel having my improvements applied thereto; Fig. 2, a side elevation of the same; Fig. 3, a sectional elevation of the well enlarged; Fig. 4, aside elevation of the tank and a portion of the boiler with the intermediate pipe system, by means of which the two are united together; Fig. 5, a side elevation of the tank and safety-valve; and Figs. 6, 7, 8,

3 5 9, 10, 11, and 12, various views of the throttlevalve and its seat.

.To enable others skilled in the art to make my improved steering apparatus and properly use the. same, I will describe fully its construc- 40 vtionand the manner of its operation.

A, Figs. 1, 2, and 3, represents a well of special construction, whichmay be located at .anyproper point in ,the boat above orbelow the waterline, but preferably so low that wa- ,terwillflow into and fill the same nearly to thetop.

a represents a strainer located at the top of the well, and a a pipe extendingdownward therefrom through the base of the well, which is provided with a cook, a, as shown.

(N 0 model.)

a represents an air-pipe extending upward from the well, which is provided with acheckvalve opening upward, as shown. If desired, the pipe may be bent upon itself and be extended downward far enough to bring its discharge end beneath the surface of the water, in consequence of which the entrance of air is iafielptually prevented, even if the valve should 00* represents a pipe leading away to the pump, which pipe is provided with anyproper check-valve for preventing any backward flow from the pump to the well.

or represents a pipe extending away to the safety-valve, hereinafter referred to; and f, a pipe, hereinafter referred to, which extends away to the exhaust-pipe of the throttle-valve.

B, Figs. 1 and 2, represents an independent pump, provided with a pipe, 1), Figs. 1, 2, and 5, leading away to the tank 0 and enteringthe same near the bottom, as shown in Fig. 5.

0, Figs. 1, 2, 4, and 5, represents the tank, reservoir, or accumulator; and D, Figs. 1, 2, and 4, the boiler, the tank being located between the pump and the boiler, as shown in Fig. 2.

c-represents a safety-valve upon the tank, and a the pipe before referred to as extendin g from the well to the safety-valve.

I 0 represents a pipe extending from the tank to the boiler. Its point of union with tank is located some distance below the top of the same, for the purpose of forming an air-chamber therein.

0 represents a ch eck-valve,located on the pipe c,the construction of which is such that flow through the pipe from the tank to the boiler is prevented, while flow from the boiler to the tank is permitted.

0 represents a branch pipe, the ends of which are connected with pipe 0 upon each side of the check-valve; and 0 any proper stopcock, by means of which-the flow through the pipe is controlled.

0 represents a check-valve at theboiler, the construction of which is such that flow from theboiler isprevented, while flowinto the same is permitted.

0 represents a branch pipe, the ends of which areconnected with the pipe 0 upon each side we 'of the check-valve and a stop-cock, 0 by versal joint, consisting of one pin, 0 extending through another pin, 0 as shown.

0 Figs. 6 and 10, represents the valve-rod which is provided with a threaded end, shown.

0 represents the valve-chest, and e, Fi 10 and 11, the valve-seat provided with supply-port c and the exhaust-port 6 shown.

6 represents the pipe leading from the tank,

and e the pipe leading to the steering-valve chest.

0 represents a pipe leading to the exhaustpipe F.

0 represents the valve, which is provided with proper bearing-faces at its ends and the exhaust-cavity 0 as shown. The operation of this valve will bereadily understood. When the valve is fully open the pressure from the main source of pressure will be delivered through the throttle-valve to the steering- Valve chest, and from it the same may be applied, as desired, to the pistons of the cylinders by properly actuating the steering-levers. When the valve is closed the pipe 0 connected with the steering-valve chest, com municates with the exhaust-cavity of the valve, and hence the water is permitted to escape for the purpose of relieving the steering-valve chest and cylinders from pressure.

F, Figs. 2 and 10, represents the exhaustpipe, before referred to, which may extend downward through the bottom of the boat, as shown.

frepresents a stop-cock, by means of which communication through the lower end of the pipe may be closed, if desired.

f represents the pipe before referred to as extending from the exhaust-pipe to the well.

The operation is substantially as follows The stop-cock c in the branch pipe 0 haviu g been closed, and the pump having been put in operation, the water or other liquid in the well may be drawn therefrom and be delivered into the bottom of the tank or reservoir 0, from which it is discharged, as it may be needed, through the pipe E, to the throttle-valve and actuating-cylinder, the pipe E leaving the tank near the bottom of the same, as shown. The excess of water thrown by the pump over that taken by the cylinders is delivered from near the top of the tank 0, through the pipe 0, to the safety-valve, and from thence is forced through the pipe back again to the pump, to be used over again. The water from the pump in this case, it will be observed, cannot be forced at all into the boiler, the check-valve preventing flow in this direction and the stop-valve c being closed.

By properly weighting the safety-valve any desired amount of pressure may be obtained on the tank. When a large amount of water is taken by the cylinders the pressure in the tank is necessarily reduced, and hence the pump will increase the rapidity of its action and throw a greater volume of water, the air chamber in the top of the tank serving to equalize the delivery in the manner well understood. If, however, the pump should fail to furnish sufficient pressure from any cause-'-tliat is, if it should cease to act, or act but feebly-the check-valve 0 would then be opened by the boilern'essure and water would be delivered from the boiler to the tank. This hot water,

entering the top of the tank through the pipe 0, would discharge the water below through the pipe E to the throttle-valve, steering-valve chest, and cylinders. \Vhen the pump acts again the hot water received in the tank would be delivered through the safety-valve to the well. Any surplus delivered to the well will be delivered through the strainer a andpipe a overboard. By means of this relative arrangement of pipes hot water is never delivered to the cylinders.

With this construction of parts it is not designed to use the boiler-pressure except in case of accident to the pump, the same serving as a reserve force, which will act only when news sity requires its action. The liquid thrown into the cylinders is discharged through the exhaust-pipe to the well, or overboard, as may be desired.

The liquid in the well may be used continuously, if desired, and hence a special liquid may be employed, if desired, such as fresh water when the boiler is using salt-water, or water containing oil or glyeeriue. In such case the cock 0. Fig. 3, is closed, so that water is not admitted from outside, and the exhaust from the cylinders is returned to the well through the pipe f and the excess from the safety-valve through the pipe a If desired, instead of employing an independent pump and well, the feed-pump for su ')plying the boiler may be employed either with the well, as described, or withoutthe well, as shown in Fig. 2, in which case substantially the same construction of parts is employed. The cock 0 in this case, also, is left open, or partially open, so that a proper pon tion of water thrown by the pump is delivered to the boiler. In this case, also, the water is not used over again, but the excess thrown by the pump is worked off by the safety-valve,

ment of tank between the pump and the boiler in the manner described the boiler-pressure is caused to act automatically in case of an accident to the pump. By the employment in connection with a pump of the described arrangements of pipes and valves it is possible to obtain in the tank a greater pressure than exists in the boiler. By the employment of an independent pump the liquid employed may be continuously used. By the use ofa throttleva-lve, as shown, the steering-cylinders are freed from pressure by simply closing said throttlevalve. If a simple stop-valve were employed, the full pressure would remain in the cylinders when the same was closed.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a hydraulic steering apparatus, the combination, with a pump and boiler, of a tank, reservoir, or accumulator located between the two, together with connections, as shown and described.

2. In combination with the tank 0 and boiler D, the intermediate pipes, c c 0 and valves 0 2 5 0 the construction being suchthat the pressure of the boiler may be communicated to the tank when desired, substantially as described.

3. In combination with the tank 0 and boiler D, theintermediate pipes, c c 0 valves 0 c 0 and cooks c, the construction being such that the pressure in the tank may be made to exceed that in the boiler, substantially as described.

4. In combination with a steering-valve 5 chest and a throttle-valve chest connected by suitable connections, a throttle-valve adapted, when the flow is shut off, to exhaust the former chest, as described.

This specification signed and witnessed this 0 14th day of June, 1880.

JOHN GATES.

Witnesses:

E. W. CORNELL, L. L. CLIFFORD. 

